Description:FIELD OF THE INVENTION
[001] The present invention relates to a saddle type vehicle. More particularly, the present invention relates to a mounting of an ignition cum steering lock on the saddle type vehicle.

BACKGROUND OF THE INVENTION
[002] Prior arts disclose ignition cum steering lock for locking a steering shaft of a saddle type vehicle. Such ignition cum steering lock is generally supported on a head pipe of the saddle type vehicle. In a scenario, where the ignition cum steering lock is mounted on a side of the head pipe, the size of the mounting bracket on which such ignition cum steering lock is mounted is increased, which is undesirable. Also, the ignition cum steering lock is visible, in side view of vehicle, which is aesthetically not pleasing. Also, vehicles having ignition cum steering lock disposed on the side of the head pipe are prone to thefts as the same are susceptible to insertion of tools such as screw drivers and the likes by an unauthorized person to unlock the ignition cum steering lock. Also, bulky ignition cum steering lock disposed on side of the head pipe, might hinder the maneuvering of the steering shaft, which is undesirable.
[003] Further, in the prior art, the ignition lock cap is assembled along with ignition cum steering lock which results in poor aesthetic appearance, assembly issues as well as serviceability issues during fuel tank cover assembly as end fitting of the saddle vehicle.
[004] Further, in saddle type vehicle having higher cubic capacity (cc) engine, more vibrations are experienced in brackets connected to the suspension assembly.
[005] Further, automobile manufacturers need to cater to different market segments and users with product offerings and variants meeting demands of respective users. These could involve variants in form of size, capacity of vehicle, range of usage, cost, ease of manufacturing, etc. From automobile manufacturer’s points of view, once a platform product is designed, the product economics would be viable based on the numbers sold. Therefore, it is always a challenge for automobile manufacturer to have vehicle layout and design which can be flexible to cater to the variants and the demands and enable modified versions with minimum changes in the vehicle layout, assembly time, manufacturing set-up etc. Additionally, from convenience of usage and utility space point of view, saddle type vehicles with more attractive features like electronic locks have become more popular rather than conventional locking systems. The challenge is further complicated when the vehicle architecture / platform requirement needs to cater to different powertrains like Internal combustion engine (ICE) to an Electric Powertrain or a Hybrid powertrain and/or to create any alternate variant or upgrades etc.
[006] So, it is always a challenge for the automobile designer to design a layout which is more reliable, effective and compact meeting various challenges outlined above and at same time be less costly. As, it is counterintuitive in nature to improve safety and ergonomics without increasing overall weight of the vehicle and minimal modification in the frame, therefore, there is a need for an improved architecture for a vehicle overcoming all above problems and trade-offs as well as overcoming problems of known art.
[007] In view thereof, there is a need to overcome at least the above-mentioned disadvantages of the prior arts.

SUMMARY OF THE INVENTION
[008] In one aspect of the invention, a saddle type vehicle is disclosed. The saddle type vehicle comprises a head pipe, a main frame, a first bracket, a second bracket and an ignition cum steering lock. The main frame extends rearwardly from the head pipe. The first bracket is operably connected to a suspension assembly. The second bracket is mounted on the main frame of the saddle type vehicle. The second bracket is adapted to receive the ignition cum steering lock. The ignition cum steering lock has a locking member adapted to engage in a locking section of the first bracket in a lock state of the vehicle and disengage from the locking section in an unlock state of the saddle type vehicle.
[009] In an embodiment, the first bracket comprises a base portion and one or more first portions extending from a periphery of the base portion in a downward direction of the saddle type vehicle.
[010] In an embodiment, the first bracket comprises one or more second portions extending from the base portion in an upward direction of the saddle type vehicle. The one or more second portion have a pre-defined profile. In a non-limiting example, the pre-defined profile of the one or more second portions is a cylindrical profile.
[011] In an embodiment, a height of a top surface of the first bracket from a reference plane passing through a top surface of the head pipe is in a range of 20mm to 90mm.
[012] In an embodiment, a height of a top surface of the second bracket from a reference plane passing through a top surface of the head pipe is in a range of 20mm to 90mm.
[013] In an embodiment, a distance of the second bracket from a steering axis of the steering shaft is in range of 20-100 mm.
[014] In an embodiment, the one or more first portions comprises a front sub-portion facing the second bracket. The front sub-portion comprises a locking section adapted to receive a locking member of the ignition cum steering lock.
[015] In an embodiment, the main frame comprises a left main frame and a right main frame. Each of left main frame and the right main frame extends rearwardly from the head pipe. Each of the left main frame and the right main frame comprises at least one receiving portion adapted to receive the second bracket.
[016] In an embodiment, the second bracket comprises a central portion, a left portion and a right portion. The central portion extends between a left end and a right end in a lateral direction of the saddle type vehicle. The left portion extends from the left end of the central portion in the downward direction of the vehicle and the right portion extends from the right end in the downward direction of the vehicle. The left portion and the right portion are adapted to be received on the receiving portions of the left main frame and the right main frame. The central portion is adapted to receive the ignition cum steering lock.
[017] In an embodiment, the central portion comprises one or more mounting holes to receive the ignition cum steering lock.
[018] In an embodiment, the locking member of the ignition cum steering lock is a plunger and the locking section of the first bracket is a groove. The locking member/plunger extends in front direction of the saddle type vehicle for engaging with the groove of the first bracket and the plunger retracting in a rear direction of the saddle type vehicle for disengaging with the groove of the first bracket.
[019] In an embodiment, the ignition cum steering lock is adapted to receive an ignition lock cap.
[020] In another aspect of the invention, a method of assembling an ignition cum steering lock on the saddle type vehicle is disclosed. The method comprises mounting an ignition cum steering lock on a second bracket. The second bracket is mounted on a main frame of the saddle type vehicle and ignition cum steering lock is adapted to engage in a locking section of a first bracket in a lock state of the saddle type vehicle and disengage from the locking section in an unlock state of the saddle type vehicle. The method further comprises a step of arranging a fuel tank cover on the fuel tank. The fuel tank cover comprises an opening through which a portion of ignition cum steering lock extends. The method further comprises a step of mounting an ignition lock cap on the extended portion of the ignition cum steering lock such that the ignition lock cap rests on the fuel tank cover. It is to be understood that the ignition lock cap is adapted to rest on the fuel tank cover.

BRIEF DESCRIPTION OF THE DRAWINGS
[021] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a left side schematic view of a front portion of a saddle type vehicle, in accordance with an embodiment of the present invention.
Figure 2 illustrates a partially exploded left side schematic view of a front portion of the saddle type vehicle, in accordance with the embodiment of the present invention.
Figure 3 illustrates a top schematic view of a first bracket, in accordance with the embodiment of the present invention.
Figure 4 illustrates a perspective view of a second bracket, in accordance with the embodiment of the present invention.
Figure 5 illustrates a top schematic view of a front portion of the saddle type vehicle, in accordance with the embodiment of the present invention.
Figure 6 illustrates a sectional view of front portion of the saddle type vehicle cut along a line A-A in Figure 1, in accordance with the embodiment of the present invention.
Figure 7 illustrates a perspective view of an ignition cum steering lock, in accordance with the embodiment of the present invention.
Figure 8 illustrates a perspective view of an ignition lock cap, in accordance with the embodiment of the present invention.
Figure 9 illustrates locking section of the first bracket and the locking member of the second bracket, in accordance with the embodiment of the present invention.
Figure 10 illustrates assembly of ignition lock cap onto the ignition cum steering lock, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[022] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.
[023] In the present invention, a longitudinal axis refers to a front to rear axis relative to a saddle type vehicle, defining a vehicle longitudinal direction while a lateral axis refers to a side to side, or left to right axis relative to the saddle type vehicle, defining a vehicle width direction. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. Arrows provided in the top right corner of figures depicts direction with respect to the saddle type vehicle, wherein an arrow F denotes front direction, an arrow R indicates rearward direction, an arrow Up denotes upward direction, an arrow Dw denotes downward direction, an arrow Rt denotes right direction and an arrow Lt denotes left direction of the saddle type vehicle.
[024] The term “saddle type vehicle” in the context of the present invention relates to a vehicle having at least a head pipe, a main frame extending rearwardly from the head pipe, at least one first bracket being connected to a front suspension assembly of the saddle type vehicle and an ignition cum steering lock. It is to be understood that there can be different variants of the saddle type vehicle having the above-mentioned features and each such variant is within the scope of the present invention. The different constructions of the variants and working of different components mounted on such different variants of the saddle type vehicle are already known in the art and have been discussed only to the extent they are relevant for the purposes of the present invention. The term “vehicle” in the context of the present invention includes conventional internal combustion engine vehicle and hybrid vehicles.
[025] Figure 1 illustrates a left side schematic view of a front portion of a saddle type vehicle, in accordance with an embodiment of the present invention. Figure 2 illustrates a partially exploded left side schematic view of a front portion of the saddle type vehicle, in accordance with the embodiment of the present invention.
[026] As shown, the saddle type vehicle comprises a head pipe 10 and a main frame 12 extending rearwardly from the head pipe 10. In a non-limiting example, the main frame 12 comprises a left main frame 12a and a right main frame 12b (shown in Figure 5) extending rearwardly from the head pipe 10. The saddle type vehicle further comprises a steering shaft (not shown) and a handlebar (not shown). The steering shaft is rotatably supported by the head pipe 10 and the handlebar is operably connected to the steering shaft for steering the saddle type vehicle in a rotatable range. The saddle type vehicle further comprises a suspension assembly (not shown) operably connected to the handle bar and supported by a first bracket 18. The saddle type vehicle further comprises a second bracket 20. The second bracket 20 is mounted on the main frame 12. The main frame 12 comprises one or more receiving portions 26, 28 to receive the second bracket 20. In a non-limiting example, the left main frame 12a comprises one or more left bosses 26 extending in the upward direction of the saddle type vehicle and the right main frame 12b comprises one or more right bosses 28 (shown in Figure 6) extending in the upward direction of the saddle type vehicle. The one or more left bosses 26 and the one or more right bosses 28 are adapted to receive the second bracket 20. The second bracket 20 is adapted to receive an ignition cum steering lock 22. The ignition cum steering lock 22 comprises a locking member 24 (shown in Figure 5) adapted to engage in a locking section 44 (shown in Figure 9) of the first bracket 18 in a lock state of the saddle type vehicle and disengage from the locking section 44 of the first bracket 18 in an unlock state of the saddle type vehicle. The ignition cum steering lock 22 comprises an ignition lock cap adapted to be fitted on the ignition cum steering lock 22.
[027] In a non-limiting example, the head pipe 10 is formed in a tubular shape and disposed to be inclined when seen in side view (as shown in Figure 1 and Figure 2) such that longitudinal central axis thereof is disposed at a centre in the vehicle width direction and an upper section of the head pipe 10 is directed in the rearward direction of the saddle type vehicle.
[028] In a non-limiting example, the left and right main frames 12a, 12b are tubular in shape and made of steel.
[029] In a non-limiting example, the one or more receiving portions 26, 28 provided on the left main frame 12a and the right main frame 12b, when seen in vehicle side view (as shown in Figure 1 and Figure 2), extends rearwards and downwards. Both the receiving portions 26, 28 have a cylindrical shape.
[030] In a non-limiting example, the locking of the saddle type vehicle is a left side locking at angle of 34 degrees (with a tolerance of + or – 1) with respect to line B-B as shown in Figure 5.
[031] Figure 3 illustrates a top schematic view of the first bracket 18, in accordance with the embodiment of the present invention.
[032] As shown, the first bracket 18 comprises a base portion 18a. The base portion 18a has a top surface 18a1 and a bottom surface (not shown) wherein the bottom surface is opposite the top surface 18a1. The base portion 18a comprises one or more first portions 18b (shown in Figure 1) and one or more second portions 18c (also shown in Figure 1). The one or more first portions 18b extends from a periphery of the base portion 18a in a downward direction of the saddle type vehicle. It is to be understood that the one or more first portions 18b will extend from the bottom surface of the base portion 18a. Further, the one or more second portions 18c extend from the base portion 18a in an upward direction of the saddle type vehicle. It is to be understood that the one or more first portions 18b will extend from the top surface 18a1 of the base portion 18a. The one or more second portions 18c have a pre-defined profile. In one non-limiting example, the profile of the one or more second portions 18c is a cylindrical profile. The one or more second portions 18c significantly dampens the vibrations experienced by the first bracket 18. This is particularly true for saddle type vehicles having high cubic capacity (cc) internal combustion engines which experiences greater vibrations. Further, the one or more first portions 18b comprises a front sub-portion (not shown). The front sub-portion faces the second bracket 20 and comprises the locking section 44 adapted to receive the locking member 24 of the ignition cum steering lock 22.
[033] Figure 4 illustrates a perspective view of the second bracket 20, in accordance with the embodiment of the present invention.
[034] As shown, the second bracket 20 comprises a central portion 30, a left portion 32 and a right portion 34. The central portion 30 extends between a left end and a right end in a lateral direction (width direction) of the saddle type vehicle. The left portion 32 extends from the left end of the central portion 30 in the downward direction of the saddle type vehicle and the right portion 34 extends from the right end of the central portion 30 in the downward direction of the saddle type vehicle. The left portion 32 and the right portion 34 of the second bracket 20 are adapted to be received on the receiving portions 26, 28 of the left main frame 12a and the right main frame 12b. The central portion 30 of the second bracket 20 is adapted to receive the ignition cum steering lock 22. In a non-limiting example, the central portion 30 of the second bracket 20 comprises one or more mounting holes 36 to receive the ignition cum steering lock 22. The ignition cum steering lock 22 is mounted on the central portion 30 of the second bracket 20 using one or more fasteners F (shown in Figure 2) such as, not being limited to, screws, nuts, bolts etc. In a non-limiting example, the second bracket 20 is a forged part.
[035] Figure 5 illustrates a top schematic view of a front portion of the saddle type vehicle, in accordance with the embodiment of the present invention. Figure 6 illustrates a sectional view of front portion of the saddle type vehicle cut along a line A-A in Figure 1, in accordance with an embodiment of the present invention.
[036] As shown, the left portion 32 and the right portion 34 of the second bracket 20 are mounted on the receiving portions (bosses) 26, 28 of the left main frame 12a and the right main frame 12b respectively. The ignition cum steering lock 22 is mounted on the central portion 30 of the second bracket 20. The locking member 24 of the ignition cum steering lock 22 is adapted to engage in the locking section 44 of the first bracket 18 in the lock state of the saddle type vehicle and disengage from the locking section 44 of the first bracket 18 in the unlock state of the saddle type vehicle.
[037] In a non-limiting example, a height (H1) (shown in Figure 1) of the top surface of the first bracket 18 from a reference plane R passing through a top surface of the head pipe 10 is in a range of 20mm to 90 mm. In a non-limiting example, a height H2 (shown in Figure 1) of the top surface of the second bracket 20 from the reference plane R passing through a top surface of the head pipe 10 is in a range of 20mm to 90 mm. In a non-limiting example, a distance D1 (shown in Figure 2) of the second bracket 20 from a steering axis S1 of the steering shaft is in a range of 20-100mm. The benefit of such a layout is minimum modification in the existing layout of the saddle type vehicle for mounting the ignition cum steering lock 38 with improved reachability of locking member 24 of the ignition cum steering lock 22 in the locking section 44 of the first bracket 18. Further, optimum clearance is maintained between the first bracket 18 and the second bracket 20.
[038] Figure 7 illustrates a perspective view of the ignition cum steering lock 22, in accordance with an embodiment of the present invention. Figure 8 illustrates a perspective view of the ignition lock cap 38, in accordance with an embodiment of the present invention. Figure 9 illustrates the locking section of the first bracket and the locking member of the second bracket, in accordance with the embodiment of the present invention.
[039] As shown, the ignition cum steering lock 22 comprises the locking member 24 adapted to engage in the locking section 44 of the first bracket 18 in the lock state of the saddle type vehicle and disengage from the locking section 44 in the unlock state of the saddle type vehicle. In a non-limiting example, the locking member 24 of the ignition cum steering lock 22 is a plunger. The plunger extends in front direction of the saddle type vehicle for engaging with the locking section 44 of the first bracket 18 and the plunger retracts in a rear direction of the saddle type vehicle for disengaging with the locking section 44 of the first bracket 18. In one non-limiting example, the locking section 44 of the first bracket 18 is a groove adapted to receive the locking member/plunger 24. Further, the ignition cum steering lock 22 is adapted to receive an ignition lock cap 38 as shown in Figure 8.
[040] Figure 10 illustrates assembly of ignition lock cap onto the ignition cum steering lock, in accordance with an embodiment of the present invention.
[041] The present invention also facilitates assembly of the ignition lock cap 38 on the ignition cum steering lock 22. During the assembly process, the method comprises mounting the ignition cum steering lock 22 on the second bracket 20. As already shown in Figure 1-9, the second bracket 20 is mounted on the main frame 12 of the saddle type vehicle and the ignition cum steering lock 22 comprises the locking member 24 which is adapted to engage in the locking section 44 of the first bracket 18 in the lock state of the saddle type vehicle and disengage from the locking section 44 in the unlock state of the saddle type vehicle. The method further comprises the step of arranging a fuel tank cover 42 on a fuel tank 40. In a non-limiting example, the fuel tank cover may be mounted on the fuel tank. In a non-limiting example, the fuel tank cover may be mounted on the main frame of the saddle type vehicle. The fuel tank cover 42 comprises an opening through which a portion of ignition cum steering lock 22 extends. The method further comprises a step of mounting the ignition lock cap 38 on the extended portion of the steering cum ignition steering lock 22 such that the ignition lock cap 38 rests on the fuel tank cover 42. The end fitting of the ignition lock cap 38 on saddle type vehicle provides ease in assembling of the ignition lock cap 38 without affecting surrounding parts i.e., the fuel tank cover 42 and improves aesthetic appearance around ignition lock. As the ignition lock cap 38 can be easily removed for accessing the ignition cum steering lock 22 without removing the fuel tank cover 42, the assembly as well as serviceability of the ignition cum steering lock 22 as well as ignition lock cap 38 becomes simple and economical.
[042] The claimed features of the present invention as discussed above are not routine, conventional, or well understood in the art, as the claimed features/steps enable the following solutions to technical problems in conventional technologies. Specifically, the technical problem of efficiently mounting the ignition cum steering lock on the saddle type vehicle is solved by the present invention.
[043] The present invention helps in facilitating better aesthetic appearance of the saddle type vehicle in an area around the ignition cum steering lock, easy assembly/serviceability of the ignition cum steering lock, easy assembly/serviceability of the ignition lock cap. The present invention also provides a locking system comprising first bracket, second bracket, ignition cum steering lock and ignition lock cap which is compact with lesser number of parts.
[044] The second bracket provides a mounting structure for ignition lock on to the main frame, which improves the aesthetic appearance around the ignition cum steering lock.
[045] In the present invention, the one or more second portions of the first bracket dampen the vibration experience in the saddle type vehicle having internal combustion engines with high cubic capacity.
[046] The present invention can be easily implemented in the existing layouts of the saddle type vehicles.
[047] In the present invention, the ignition cum steering lock is mounted on the main frame of the saddle type vehicle. Hence, the present invention does not load the head pipe with additional weight of the steering lock.
[048] In the present invention, the ignition cum steering lock is provided on the main frame, the ignition cum steering lock is covered by side panels and cannot be accessed by an unauthorized person for unlocking the vehicle. Also, as the steering lock is covered by the side panels of the vehicle, the steering lock is not visible and increases the aesthetics of the vehicle.
[049] In the present invention, lesser number of additional parts are required for mounting the ignition cum steering lock, which will reduce the assembly time and the servicing time of the steering locks along with costs associated thereto.
[050] In the present invention, the construction of first bracket and second bracket are simple. This increases the ease in manufacturing of mounting bracket and manufacturing costs associated thereto.
[051] In the present invention, the proposed layout provides modularity to use same mounting schemes for different variants of the vehicles as the second bracket can be used to connect different sizes of the lock sets including electronic lock sets.
[052] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
10- head pipe
12- main frame
12a- left main frame
12b- right main frame
18- first bracket
18a- base portion
18a1- top surface of the base portion
18b- first portion
18c- second portion
20- second bracket
22-ignition cum steering lock
24- locking member
26- left boss
28- right boss
30- central portion
32- left portion
34- right portion
36- mounting holes of the central portion
38-ignition lock cap
40- fuel tank
42- fuel tank cover
44- locking section
F- fasteners
H1-height of first bracket from head pipe
H2-heigh of second bracket from head pipe
D1- distance between second bracket and steering axis
S1- Steering axis
R- reference plane

, Claims:
1. A saddle type vehicle, the vehicle comprising:
- a head pipe (10);
- a main frame (12), the main frame (12) extending rearwardly from the head pipe (10);
- a first bracket (18), the first bracket (18) being connected to a suspension assembly, and
- a second bracket (20) mounted on the main frame (12) of the saddle type vehicle, the second bracket (20) adapted to receive an ignition cum steering lock (22), the ignition cum steering lock (22) having a locking member (24) adapted to engage in a locking section (44) of the first bracket (18) in a lock state of the saddle type vehicle and disengage from the locking section- (44) in an unlock state of the saddle type vehicle.

2. The saddle type vehicle as claimed in claim 1, wherein the first bracket (18) comprises a base portion (18a) and one or more first portions (18b) extending from a periphery of the base portion (18a) in a downward direction of the saddle type vehicle.

3. The saddle type vehicle as claimed in claim 2, wherein the first bracket (18) comprises one or more second portions (18c) extending from the base portion (18a) in an upward direction of the saddle type vehicle, the one or more second portions (18c) having a pre-defined profile.

4. The saddle type vehicle as claimed in claim 3, wherein the pre-defined profile being a cylindrical profile.

5. The saddle type vehicle as claimed in claim 1, wherein a height of a top surface of the first bracket (18) from a reference plane passing through a top surface of the head pipe (10) being in a range of 20mm to 90 mm.

6. The saddle type vehicle as claimed in claim 1, wherein a height of a top surface of the second bracket (20) from a reference plane passing through a top surface of the head pipe (10) being in a range of 20-90 mm.

7. The saddle type vehicle as claimed in claim 1, wherein a distance of the second bracket (20) from a steering axis (S1) of the steering shaft being in a range of 20-100mm.

8. The saddle type vehicle as claimed in claim 2, wherein the one or more first portions (18b) comprises a front sub-portion facing the second bracket (20), the front sub-portion comprising the locking section (44) adapted to receive the locking member (24) of the ignition cum steering lock (22).

9. The saddle type vehicle as claimed in claim 1, wherein the main frame (12) comprises a left main frame (12a) and a right main frame (12b) extending rearwardly from the head pipe, each of the left main frame (12a) and the right main frame (12b) comprises at least one receiving portion (26, 28) adapted to receive the second bracket (20).

10. The saddle type vehicle as claimed in claim 9, wherein the second bracket (20) comprises a central portion (30) extending between a left end and a right end in a lateral direction of the saddle type vehicle, a left portion (32) extending from the left end in a downward direction of the vehicle and a right portion (34) extending from the right end (30b) in the downward direction of the vehicle, the left portion (32) and the right portion (34) adapted to be received on the receiving portions (26, 28) of the left main frame (12a) and the right main frame (12b) respectively and the central portion (30) adapted to receive the ignition cum steering lock (22).

11. The saddle type vehicle as claimed in claim 10, wherein the central portion (30) comprises one or more mounting holes (36) to receive the ignition cum steering lock (22).

12. The saddle type vehicle as claimed in claim 1, wherein the locking member (24) of the ignition cum steering lock (22) being a plunger and the locking section of the first bracket (18) being a groove, the plunger extending in front direction of the saddle type vehicle for engaging with the groove of the first bracket (18) and the plunger retracting in a rear direction of the saddle type vehicle for disengaging with the groove of the first bracket (18).

13. The saddle type vehicle as claimed in claim 1, wherein the ignition cum steering lock (22) is adapted to receive an ignition lock cap (38).

14. A method of assembling of an ignition cum steering lock (22) on the saddle type vehicle, the method comprising:
- mounting an ignition cum steering lock (22) on a second bracket (20), the second bracket (20) being mounted on a main frame (12) of the saddle type vehicle and the ignition cum steering lock (22) having a locking member (24) adapted to engage in a locking section of a first bracket (18) in a lock state of the saddle type vehicle and disengage from the locking section in an unlock state of the saddle type vehicle;
- arranging a fuel tank cover (42) on a fuel tank (40), the fuel tank cover (42) having an opening through which a portion of ignition cum steering lock extends; and

- mounting an ignition lock cap (38) on the extended portion of the steering cum ignition steering lock, the ignition lock cap (38) adapted to rest on the fuel tank cover (42).